re: Chassis Stiffening - 105 GTC

["Paul Bayly" <thebaylys@xxxxxxxxxxxxxx>]

Thanks again John.

Make no mistake, I did not believe for a minute that the task was a simple
hacksaw job.  In Oz we have some rather stringent engineering requirements
to pass before, during, and after a job such as this.  Furthermore, I work
on fast aircraft so I have some (basic) understanding of stress analysis and
monocoque construction techniques.

I was thinking of conducting torsion and beaming tests of a known good coupe
body first, then repeating the tests on a cut coupe, and finally using these
figures and the skills of a few talented aero engineer mates to determine
where and what to strengthen.  Off the top of my head, a welded in dash
seems like a good place to start.

I like your idea of using the cut down Spider, although I think it would be
more tedious than cutting a coupe.

I am reluctant to use the term "replica" for the project.  Firstly because I
don't want to offend any GTC owners past or present.  Secondly as I did not
intend a faithful copy, especially under the skin.

Over here the worlds worst Spider still commands a premium price.  Coupes
stripped as donors for restoration spares can be had rather inexpensively.
At least cheap enough to make experimentation economically viable.

Now where would an Antipodean be able to acces the plates you mentioned, or
possibly a copy of the parts book for the 105 coupes ?

Beatle (maybe it's a mid life crisis)
Oz

-------Original Message-------

From: John Hertzman
Date: Thursday, 27 March 2003 06:37:23 AM
To: alfa@domain.elided
Subject: re: Chassis Stiffening - 105 GTC

James Murphy gave a fine descriptive overview of the GTC variant details in
response to Beatle Bayly's question about decapitating a coupe. An
appropriate
complement for anyone interested in such a project would be the plates in
the
parts book covering the GT, GT Veloce, GTC, and GTA in a single book, where
the coupe details and GTC variants are generally shown on adjacent plates.
GTC-specific plates are #127, frame reinforcements; 130, frame sides; 131,
more frame components (windshield header, rear bulkhead, and other upper
rear
panels); 143, exterior mouldings; 147, windows; 158, vent windows and
quarter
windows; 162, weatherstrips and strikers; 164, door opening mouldings; 166,
interior panels; 171, front seats; 175, rear seats; 178, carpets; 181, top
details; and 182, hardtop. The conversion takes more than a hacksaw.

A possibility which I have idly considered (assuming I wanted a Spider,
which
I don't, and disliked the Pininfarina versions, which I do) would be to trim
a
Spider hull down to the platform and enough of the front and rear bulkhead
and
other core elements to keep the windshield and a manageable top, and channel
an appropriately sectioned and shortened set of front clip, rear clip, and
doors from a coupe onto the Spider base. It would still be work, but within
the range of challenges that rod & kustom builders routinely do, and would
have much of the most finicky details above the waistline (which seem never
to
be finished on homebuilts) already solved. A variant would be to do it with
Berlina panels, a more outrageous in-your-face variant would be with Giulia
TI
panels.

People who prefer the Spider's looks won't understand, but the Spider, coupe

and Berlina have (apart from different wheelbases) identical chassis layouts

and the Spider has the most extravagant packaging, two inches wider than the
coupes on the same tracks, four inches longer than the coupes on a four inch
shorter wheelbase. It is not a big deal, but the tighter packaging of the
coupes comes with no sacrifice in grace - at least for those who like them -
and no other aesthetic or functional losses. YMMV -

Enjoy yours,
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